SUV Review: 2010 Lexus RX 350

User-friendly sport-ute

Since its introduction in 1998, the Lexus RX has been a winner. The original luxury sport-ute was a rather staid piece that was hardly a standout, what with its 3.0-litre V6 and four-speed automatic. With time, it has evolved into a segment leader, the addition of a hybrid version in 2005 cementing its popularity. It is such that the outgoing model, even as it is on the cusp of being replaced, is setting sales records.

For 2010, the third-generation, made-in-Canada RX has been completely redone. Along with sharper styling and expanded dimensions (the wheelbase is up 20 millimetres) comes a raft of improvements both inside and underneath the vehicle.

One of the cabin’s key additions is Remote Touch, a device that allows the driver to navigate through everything from the climate and audio controls to the navigation system and vehicle settings. Unlike so many others, this one is easy to use and a snap to comprehend. The system uses a main controller (or mouse), two enter buttons (one for the driver and one for the passenger), a menu button and one that brings the map up without having to delve into any of the menus. There’s a toggle switch as well that allows the driver to scroll up and down the various menus without having to use the mouse. It sounds complicated, but my ageing brain got it without an in-depth lesson.

As for the opulent side, the new RX offers everything from push-button start, a superb-sounding, 15-speaker Mark Levinson audio system and a headrest-mounted rear-seat entertainment system to a hard drive-based navigation system, a rear-view mirror-mounted backup camera (for those who don’t take the nav system) and a head’s-up display that shows everything from vehicle speed and audio settings to the nav’s turn-by turn directions.

The RX 350’s 3.5L V6 is essentially a carryover from the previous model, although output rises to 275 horsepower and 257 lb.-ft. of torque, 90 per cent of which is available from 2,300 rpm. The upgrade is the addition of a new six-speed manumatic that has been tweaked to get the best out of the engine — first and second gears are lower, which improves the launch. The remaining ratios (three through six) have been closed up to keep the engine in its sweet spot for more of its working life. The end result is a more entertaining drive.

The 350’s all-wheel-drive system has also been tweaked — it is 30 per cent more efficient and 16 kilograms lighter than the previous version. In terms of its action, this system remains in the background until needed and, when it does begin to transfer torque rearward, it does so in such a manner that the RX’s occupants remain oblivious to its action.

The hybrid’s version of the 3.5L V6 pushes 245 hp and 234 lb.-ft. of torque. It also uses the Atkinson cycle for greater efficiency — an improvement of more than 10 per cent when compared with a conventional engine. The downside is that this cycle (which delays the closing of the intake valve to reduce pumping losses) typically produces less power. However, the electric side of the RX 450h more than compensates for this shortfall. Using a lighter, 288-volt, nickel-metal hydride battery — which sits beneath the rear seat so the packaging differences between the Hybrid and non-hybrid versions are minimal — and three electric motors, this system has plenty of jam.

The first motor is a combined starter/generator. The other two electric motors drive the vehicle and provide the regenerative braking needed to keep the main battery charged. The front motor produces 247 lb.-ft. of torque and 165 hp. The rear motor, which also delivers an on-demand all-wheel-drive extension, chips in with another 102 lb.-ft. and 67 hp. Thus, in its latest form, the RX’s hybrid system delivers a combined gas/electric output of 295 hp, which is up 27 hp over the outgoing vehicle. Better news is that fuel consumption has dropped by eight per cent when compared with the previous vehicle. The addition of an EV switch also allows the driver to keep the RX 450h running on its electric side for longer at low speeds, which again helps fuel conservation.

In terms of ride and handling, both RXs take a step forward. To begin with, the rear struts of old make way for double wishbones and new shocks. The result is a more comfortable ride, less body roll through a corner and a 13 per cent increase in cargo space. Likewise, the electric steering now has some life to it. When pushed through a series of sweeping bends, the RX hunkers down and obeys driver input with remarkable accuracy. Remember, this vehicle is first and foremost a comfortable crossover and not a sports car. In the case of the hybrid, there’s also a marked improvement in the feel and feedback from the brakes — most systems that include regenerative braking tend to feel dull and lifeless.

When the RX goes on sale — Feb. 12 for the RX 350 and April 29 for the RX 450h — Lexus promises it will start in the low $40,000 range for a well-equipped 350. Expect the range-topping hybrid equipped with the ultra premium package to push its way toward the high 60s.